Electropneumatic brake equipment



yFeb. 14, 1939. c. c. FARMER ET AL 2,147,297`

ELECTROPNEUMATIC BRAKE EQUIPMENT I SUPPLY Pl PE\ INVENTOQ cLYnE c.FARMER ELLE. E. HEwn-r'r,

A TTORNEY MAIN REsERvoIR Q0 Feb. 14, 1939. C. C FARMER ET AL .2,147,297

ELEGTROPNEUMATIC BRAKE EQUIPMENT Filed May 18, 1934 Fi ,C FULL. ELECTRICsERvIc FIRST ELECTRIC sERvI RELEASE 4 Sheets-Sheet 3 PNEU TIC SERVINERGENC Y LE OFF INVENTORS CLYDE'.' C. FARMER BY ELLIS E. HEWITT ATTORNE MAIN RESERVOIR Feb.v 14, 1939. c. c. FARMER ET ALELECTROPNEUMATIC BRAKE EQUIPMENT 4 Sheets-Sheet 4 Filed May 18, 1934 ATTORNE Y so O mom NNN .vom N @om Patented Feb. 14, 1939 UNITED STATESPATENT OFFiCE Clyde C. Farmer, Pittsb urgh, and Ellis E. Hewitt,

Edgewood, Pa., assignors to The Westinghouse Air Brake Company,Wilmerding, Pa., a corporation of Pennsylvania Application May 18, 1934,Serial No. 726,324

35 Claims.

This invention relates to electro-pneumatic brake equipment, and moreparticularly to brake equipment for high speed trains and tractionvehicles.

" reliable and easily controlled brake equipment for operation inconnection with high speed railway trains and vehicles.

Long experience has proven that the fluid pressure operated brake ishighly dependable and well adapted to the braking of modern trains andvehicles. The application of fluid pressure brakes may be controlledeither electro-pneumatically, or by the well known principle of reducingthe pressure in a brake pipe, which is commonly referred to as automaticoperation. It is therefore another object of this invention to provide abrake system which is controllable either electro-pneumatically orautomatically.

It sometimes becomes necessary to control a train from either end, aswhen a train reaches the end of its run and facilities are not providedfor turning the train around. It is another object of this invention toprovide a braking system oi the character above referred to which can becontrolled from either end of the train.

When trains or vehicles employing fluid pressure brakes are brought to astop quickly from relatively high speeds, high braking forces must beemployed. When such high braking forces are employed, there isconsiderable danger of wheel sliding. It is therefore desirable toemploy some means for limiting the braking force which may be applied,so as to minimize the danger of wheel sliding. A further object of thisinvention is to provide means for controlling the rate of retardation ofa train or vehicle, so as to limit the rate to a value which will notproduce wheel sliding.

Since, in the operation of tra-ins and Vehicles in high speed service,reliability is of prime importance, it is vveri7 desirable to have meansfor indicating to the operator Whether or not certain automaticallyoperating parts of the brake system are in condition for operation. Itis therefore a still further object of this invention to provide meansin connection with the electropneumatic control of the brake equipmentfor indicating to an operator the integrity of certain principal controlcircuits involved, and also when certain automatic control apparatus hasfunctioned.

Yet another object of the invention is to providea brake system in whichbrake applications may be effected electro-pneumatically orautomatically, and in which failure of one of these to operateautomatically eiects operation of the other.

It is also highly desirable to provide a braking equipment which may beoperated from without the train by some device purposely set, as whenthe train or vehicle is approaching a danger known only to personsoutside the train. It is therefore a still further object of theinvention to provide a braking system which is operable by engagement ofan element on the train with an element outside of the train.

A still further object of the invention is to provide a novelarrangement of and special apparatus for accomplishing the above setforth objects.

Other objects and advantages of the invention will be apparent from thedescription of one embodiment of it, which is taken in connection withthe attached drawings, wherein,

Figures 1A, 1B and 1C, taken together show an embodiment as adapted to athree car train.

Figure 2 is a diagrammatic View of one of the control valve devicesshown in the foregoing iigures, with connections to associatedapparatus.

While the embodiment about to be described has been shown in connectionwith a three car train, it will be appreciated that the invention is notlimited to any specic number of cars. It will be noted from Figures 1Aand 1C that duplicate equipment is provided on the head end and rear endcars, so as to provide for control of the brakes from either end of thetrain, according to the direction of travel. Intermediate cars, such asthat indicated in Figure 1B, need only be provided with a relativelysmall portion of the brake equipment.

vConsidering now the invention briey, there is provided on the head endand rear end cars a brake valve device, which is shown diagrammaticallyat I0, and which is adapted to control both electro-pneumatic andautomatic operation of the brakes. On each car in the train there isprovided a control valve device l2, which is operable to control thesupply of uid under pressure from a supply reservoir I4 to a connectedbrake brakes.

cylinder I6 (see Figure 2), each control valve device being controllablefrom either brake valve device I 0.

In order to provide for fast application of the brakes during automaticoperation, there is provided on one or more of the intermediate cars, asshown in Figure 1B, a brake pipe vent valve device I8. If there is morethan one intermediate car, brake pipe vent valve devices may be providedon each of these cars, although one or more of these devices located onone or more cars throughout the train may be sufficient.

For controlling the rate of retardation produced by application of thebrakes, there is provided on both head end and rear end cars aretardation controller device, which is diagrammatically indicated at2D, and which is adapted to control certain operations of each controlvalve device l2.

. In order to indicate to the operator the integrity of the principalcontrol circuits between the retardation controller devices and thecontrol valve devices, there are provided circuit checking devicescomprising indicating means, such for example as lamps 22, 24 and 26,relays 28 and 30, and resistance devices 32 and 33. A checking device isprovided on the rear car as well as on the front car.

For effecting an automatic operation of the brakes upon failure of theequipment to respond to movement of the brake valve device to effectelectro-pneumatic operation, there is provided on each of the head endand rear end cars a timing relay 34, a brake cylinder interlock relaydevice 35, an emergency interlock magnet valve device 38, and anapplication valve device 40.

In order to provide for an electro-pneumatic operation of the brakes incase of accidental loss of brake pipe pressure, there has been includedon both the head end and rear cars a brake pipe interlock relay device42.

In order that the brakes may be applied from without the train, as byengagement of an element with a track trip, there has been provided atrack trip operated switch device 44, an emergency trip magnet valvedevice 46, and an application valve device 48.

On each car in the train there is provided a conductors valve device50i, which may be operated to effect an emergency application of thebrakes in emergency cases.

Considering now more in detail the embodiment shown, the brake valvedevice I0 may be of any one of a large number of types, and for thatreason We have shown this device diagrammatically in developed form ascomprising a drum controller portion 52 and a rotary valve portion 54.The drum controller portion preferably comprises a drum upon which ismounted and insulated therefrom, and from each other, contact segments56, 58, and BD. These segments are adapted to engage at certain times,as will hereinafter more fully appear, one or more stationary contactiingers diagrammatically indicated at 6I to 14 inclusive.

The drum controller portion 52 is provided for controllingelectro-pneumatic operation of the brakes, while the rotary valveportion 54 is provided for controlling automatic operation of the ThesetWo portions are preferably coupled so that when the handle of the brakevalve device I il is moved, both the drum controller portion 52 and therotary valve portion 54 are moved to a like degree.

The brake valve device I9 is preferably provided with a plurality ofbraking positions,such as are indicated in either Figure 1A or Figure1B. In Release position of the brake valve device a portion of thesegment 56 is in contact with contact iingers 5B, 1Q, and 7l. Contactnger l@ is connected to a positive supply conductor 16, which extendsthroughout the train, and which connects to the positive terminal of abattery "i3, or other source of current supply, on each car in thetrain.

The contact finger 59 of each brake valve device connects With atransfer relay 19, for a purpose which will appear presently, and to acontact of the retardation controller device 20 on that car, of whichmore will be said later. The contact nger 'El is connected to theaforementioned timing relay 34 to maintain that relay energized, for apurpose which will also appear presently.

In Release position or" each brake valve device, the rotary valveportion 5S connects a branch pipe 36, which is in turn connected to abrake pipe S2, with a supply pipe 36, by Way of another branch pipe 36and a feed valve device 38. The supply pipe 36 is connected to a mainreservoir 9G on both the head end and rear cars, so that in releaseposition of the brake valve device a substantially constant pressure ismaintained in the brake pipe 82 by operation of the feed valve device8B, which may be of any of the types commonly employed for this purpose,the functioning of which is well known to those skilled in the art.

When the brake valve device It is moved from Release position toward theposition indicated as Full electric service position, the brake pipe 82is maintained connected to the supply pipe 8s by the rotary valveportion 54, as indicated, while the segment 55 sequentially engagescontact fingers 5l to 6l inclusive, to increasingly cut out portion of aresistance device 52, to effeet diierent degrees of brake application byelectro-pneumatic operation, as will hereinafter more fully appear.

After the brake valve device has moved through a certain portion of theelectric service zone, contact linger Il disengages from the contactsegment 55, to deenergize the aforementioned timing relay Sil, thepurpose of which will be more fully understood later.

When the brake valve device is moved to the position indicated asPneumatic service, the brake pipe B2 is disconnected from the supplypipe 34 and reconnected by a port 94, having a restriction therein, witha pipe 9S leading to the atmosphere. The brake pipe pressure is thusreduced at a service rate to effect a service application of the brakesby automatic operation, as will more fully hereinafter appear.

When the brake valve device is moved to the position indicated asEmergency, the brake pipe 82 is connected to the atmosphere through anunrestricted port 93, so that the brake pipe pressure is reduced at anemergency rate, to effeet an emergency application of the brakes.

When the brake valve device is in the position indicated as Handle offposition, the control of the brakes is transferred to the brake valvedevice at the other end of the train.

Each brake valve device I0 is adapted to control all of the controlvalve devices i2. Each of the control valve devices comprises aselflapping magnet valve portion ll, a relay valve portion IGZ, a triplevalve portion ld, an inshot valve portion |05, a cut-olf and releasemagnet valve |08, and a pipe bracket portion ma.

The relay valve portion |52 controls the supply of fluid under pressurefrom the connected supply reservoir i4 to the connected brake cylinderi5. Flow of fluid from the supply reservoir i4 te the brake cylinder illis controlled by a supply valve iiil, which is disposed in a valvechamber |52. The valve H is urged toward a seat H4 by a spring H5. Thevalve H0 is urged away from seat H4 following unseating of a pilot valve|53, which is urged toward a seat |20, within the valve H0, by a spring|22.

When the pilot valve HB is seated, the pres siue acting upon valve il@fromv valve chamber H2, plus the pressure of spring H5, will hold thevalve upon its seat H4. When the pilot valve HS is actuated to unseatedposition, iluid pressure in the valve chamber H2 is released past theunseated pilot valve to a slide valve chamber |24 at a rate faster thanit can be supplied to the valve chamber H2 from supply chamber |2i,which. is in communication with the supply reservoir i4 by passage |23and pipe |30. As a consequence, the pressure acting upon the upper sideof valve l l5 is reduced and the valve can then be unseated by arelatively small pressure from below. When the valve l0 is unseated,fluid under pressure may then flow from chamber |25 and supply reservoirE4 to the slide valve chamber |24.

Disposed in the slide valve chamber |24 is a slide valve |32, and foroperating the slide valve |32 and for unseating the pilot valve H3 andthe main supply valve l0 there is provided a piston |35 disposed in apiston chamber |35 and having a. stem |38 for actuating said slideValve. The piston stem |38 is provided with an enlarged flanged portion540 interttng with a bore |42, for the purpose of providing a sealbetween the piston chamber |35 and the slide valve chamber |24. Also,the stern |38 is provided with a uiding element |44 for guiding movementof the stein when the piston |34 is moved upwardly and downwardly.

The slide valve chamber |24 is in constant communication with the brakecylinder |6 by Way of pipe and passage |45, and is also in restrictedcommunication with the piston chamber |35 by way of passage |43, inwhich is disposed a choke |50.

The slide valve |32 controls communication between the slide valvechamber |24 and the atmosphere, by way of passages |52 and pipe andpassage |54.

In release position of the relay Valve portion |02, which is that shownin Fig. 2, the piston |34 is in its lowermost position, where an annularflange thereon contacts and seals with a corresponding annular portionof a gasket |56. In this position, the slide Valve |32 uncovers onepassage |52 and a port |5| therein registers with the other passage |52,so that uid pressure may be released from the connected brake cylinderto the atmosphere, by way of pipe and passage |46, slide valve chamber|24, passages |52, and pipe and passage |54.

When the relay piston |34 is .actuated upwardly to application position,slide valve |32 blanks bot-h of passages |52, to cut oi venting of thebrake cylinder i5, and to thereafter cause the upper end of valve stem|38 to rst engage stem |55 of pilot valve H8, to partially unload themain valve H0, and then to engage and unseat the main supply valve ||0.Unseatng of the supply valve ||0 permits fluid under pressure to ilowfrom the supply reservoir |4 to the connected brake cylinder, by way ofthe passages heretofore described.

Relay piston |34 is actuated to application position by the supply offluid under pressure below the piston. When fluid under pressure is thussupplied below the piston it acts initially upon the piston area withinthe annular flange in engagement with the gasket |56. As soon as thepiston is lifted from the gasket |55, fluid pressure acts upon the totalpiston area and thus causes the piston to move quickly upwardly toapplication position.

When the supply of fluid to the space below the piston has been cut off,the pressure of fluid flowing to the space above the piston, throughchoke |50, equalizes with that below, whereupon the piston movesdownwardly until the supply valve ||0 is seated. The supply of fluidunder pressure to the brake cylinder is then lapped.

The supply of fluid under pressure beneath relay piston |34 is primarilycontrolled by the self-lapping magnet valve portion |00 duringelectro-pneumatic operation or by the triple valve portion |04 duringautomatic operation, and secondarily by the inshot valve portion |06 andcut-off .and release magnet valve portion |08 during either operation.

The self-lapping magnet valve portion |00 is provided with a supplyvalve |60, which controls the flow of iluld under pressure from thesupply reservoir I4 to the under side of relay piston |34, by way ofpipe |30, passage |62, past supply valve |50 when unseated, passage |64,and from thence through the inshot valve portion, and the cut-oli andrelease magnet valve portion, as will hereinafter be more fullydescribed.

The supply valve |60 is urged toward seated position by a spring |66,and to unseated position by action of an electromagnet having a winding|08, which when energized actuates members to be described to unseat thevalve. When the winding |68 is energized the magnetic effect producedthereby actuates a movable core member |70 downwardly. Secured to thecore member is a stern |12 which engages a pin |14 when moveddownwardly, the pin in turn actuating a sliding member |76 to causeunseating of the supply valve |60. The sliding member |16 is providedwith a valve seat |18 which engages and interi-lts with the end of thestem of the supply valve |60, which end forms a release valve |80,controlling the release of fluid pressure from the under side of relaypiston |34.

The sliding member is normally held in an upper or release position by aresilient diaphragm |82, which is secured thereto and to the casingembodying the self-lapping valve device |00 in a manner to form achamber |84 therebelow and a chamber |36 thereabove. When the slidingmember is in its upper position,'the release valve |80 is unseated, sothat fluid pressure is released from the under side of relay piston |34to the atmosphere, past the unseated release valve, through orificeIB'F, passage |88, and port |90.

The downward movement of the movable core |10 and the stem |72 isopposed by a spring |92 reacting .against a spring cup |94 secured tothe upper end of the stem |12. The do-wnward movement of the movablecore |`||l and stern |`|2 is governed or limited by a flanged collar|96, which is adapted to engage a stop washer |98 v ent positions alongthe stem |12.

upon a predetermined downward movement of the core and stem.

As may be seen from the construction shown in Figure Z, the spring cup|64 is adjustable with respect to the stem |12, and in a similar mannerthe flanged collar |96 may be adjusted to differ- Further adjustment isprovided in that the stem |12 has a screw-thread connection with themovable core |10.

The lower end of the movable core member |10 is preferably of a beveledconfiguration, as shown in Figure 2, and interlits with a correspondingrecessed portion in a lower stationary core 200, so as to provide an airgap therebetween of somewhat decreased reluctance. The casing embodyingthe valve device provides the return path for the magnetic iluxestablished by the energized winding |68.

When winding |58 is energized, supply valve |60 is unseated an amount inaccordance with the downward movement of stem |12 and core |10. Thismovement is opposed by spring |92 and is thus determined by the degreeof ener- ,gization of the winding |68.

acting below diaphragm |82 overbalances that acting downwardly on thediaphragm, it moves the member |16 secured thereto upwardly to permitsupply valve I 60 to be seated by its spring |66. The supply of fluidunder pressure to relay 'piston |34 will then be lapped.

If the pressure below diaphragm |82 is great enough, release valve maybe unseated to release pressure from the supply valve portion. If, onthe other hand, after valve |60 is seated the pressure below thediaphragm diminishes, due to leakage or for other reasons, the diaphragmis actuated downwardly by the force of the electromagnet above, tounseat valve |60 and thus readmit uid under pressure. The self-lappingmagnet valve portion thus operates to supply and maintain a pressure tothe relay valve portion in accordance with the current supplied to thewinding |68.

As before indicated, iiuid under pressure flowing to the under side ofrelay piston |34, ows through the inshot valve portion |06. `The inshotvalve portion is provided with a ball valve 262 disposed in a valvechamber 204. rIhe ball valve 202 is engaged by a stem 203 to which issecured a piston 266. The piston 206 is clisposed in a piston chamber288 and is urged upwardly to unseat the ball valve 202 by a spring 2|8.An adjusting member 2|2 is provided for adjusting the tension on thespring 2|8, and the piston 266 is provided with an additional stem 2 I4passing through this adjusting member 2|2, and having adjusting nuts 2|6threadably disposed thereon for adjusting the unseating movement of theball valve 202.

The ball valve chamber 204 is in communication with a double check valvechamber 2|6 which has disposed therein a double check valve 220. Thedouble check valve chamber 2|8 connects with the aforementioned passage|64 from the self-lapping valve portion |08, so that when fluid underpressure is supplied to this passage the double check valve 220 isforced to an upper position where it seals against a gasket 222 and.thereby permits ilow from the passage |64 to the passage 2|9 leading tothe ball valve chamber 204.

From the ball valve chamber 204 fluid may flow past the unseated ballvalve 202 to a passage 224 leading to the under side of the relay piston|34. When the pressure of the fluid supplied to the under side of therelay piston |34 reaches a predetermined value, it acts upon the upperside of the inshot piston 206 and actuates the piston downwardly againstresistance of spring 2|0, to seat the ball valve 202. After the ballvalve 202 is seated, the flow of fluid from the ball valve chamber 204is by way of passages through the cut-off and release magnet valveportion I8, as will now be described.

Connecting the ball valve chamber 24 with a lower cut-off valve chamber226 is a passage 228. A cut-olf valve 230 controls the iiow of fluidunder pressure from this lower chamber 226 to an upper valve chamber232, which upper chamber connects with the passage 224 leading to theunder face of the relay piston |34 by way of passages 234 and 236.

rIhe cut-01T valve 230 is urged toward unseated position by a spring238, and toward seated position by action of an electromagnet (notshown) in the upper part of the casing above the valve, which whenenergized actuates a stem 240 downwardly to seat the valve.

The magnet valve section |08 is also provided with a release valvechamber 242 which is in communication with the aforementioned passage234, leading to the under side of the relay piston |34, by way of achoke 244. Disposed in the release valve chamber 242 is a release valve246. The release Valve 246 controls the ow of fluid from the releasevalve chamber 242, and hence from the under side of relay piston |34, toan upper chamber 248, which is in communication with the atmosphere byway of passage 258 and a safety valve device 252.

The release valve 246 is urged toward seated position by a spring 254,and to unseated position by action of an electromagnet (not shown) inthe upper part of the casing above the valve, which when energizedactuates a stem 256 downwardly to unseat the valve.

The safety valve device 252 may be of any of the types commonlyemployed, the function of which, as is well known, is to retain apredetermined pressure in the volume to which it is connected.

The flow of fluid under pressure to the under side of relay piston |34may be also controlled by the triple valve portion |64, as heretoforeindicated. This portion is provided with a slide Valve chamber 258 inwhich is disposed a main slide valve 260 and a graduating valve 282. Foroperating the main and graduating valves there is provided a piston 264disposed in a piston chamber 266. The piston 264 is provided with a stem268 which is adapted to move the graduating Valve 262 simultaneouslytherewith, and to move the main slide valve 260 with a delayed or lostmotion.

The piston chamber 266 is in communication with the brake pipe 82 by wayof pipe and passage 210. When the pressure in the brake pipe is normal,that is, maintained at a predetermined value, the piston 264 is in itslowermost position, .as shown in Figure 2, which is also the releaseposition. In this release position a cavity 212 in the main slide valve260 connects a passage 214, which leads to the atmosphere by way of pipe215, with a passage 216 which has two branches, one branch leading byway of pipe 218 to a volume reservoir 23?, and the other branch leadingthrough passage 232 to the double check valve chamber 2I3.

In release position, the main slide valve 26B also has a port 2&4 inregistration with a passage 233 leading to a valve chamber 233 in whichis disposed a fast recharge valve 233, which is urged toward a seatedposition by a spring 292.

When the pressure in the piston chamber 236 is reduced at a servicerate, the piston 254 moves upwardly to service position due to theoverbalancing pressure beneath the piston in the slide valve chamber253,' this pressure being supplied from an auxiliary reservoir 234,which is in communication with the slide valve chamber 25B via pipe andpassage 295.

In service position, the main slide valve 263 blanks the passages 234and i285 and brings port 295 in registration with passage 2'56, thegraduating valve 252 having uncovered the port 295 at this time. Fluidunder pressure may then flow from the main slide valve chamber and theauxiliary reservoir 254, to both the volume reservoir 385 and the underface of relay piston l34, the double check valve 22D being actuated to alower position against gasket 258. When the pressures on either side ofpiston 254 equalize, it will move to lap position, where graduatingvalve 252 blanks port 296.

When the pressure in piston chamber 265 is reduced at an emergency rate,the piston 254 moves upwardly and seals against gasket 358, and the mainslide valve 265 uncovers the passage 2'55, while blanlfing passages 2174and 285. Fluid may then flow from the slide valve chamber 258 andauxiliary reservoir 234 at an unrestricted rate to both the volumereservoir 233 and the under side of the relay piston i3d.

Energization of the electromagnets controlling operation of the cut-ofivalve 233 and the release valve 243 is controlled by one of theretardation controller devices 2U. These devices may be of one of alarge number of types and for that reason we have shown only one type indiagramk matic form. This type comprises a pendulum 392 which issuspended from a pivoting member 394, preferably having frictionlessbearings, and carries contacts 335 and 33'! insulated therefrom and fromeach other.

Each retardation controller is positioned on a vehicle so that duringchanges in the rate of speed of the train, the pendulum 352 swings tothe right or left, depending upon whether the train is accelerating ordecelerating. When the train is decelerating from motion to the left, asviewed in the several gures, the pendulum swings to the left to causeContact 333 to successively engage resilient and yielding contacts 333and 35D. When the train is accelerating, during motion to the left, thependulum 332 swings to the right to cause Contact 33'! to engage similarresilient and yielding contacts 333 and 3l l.

The contacts 339 and s!! may be connected to apparatus for controllingthe acceleration of the train, such for example as is described andclaimed in a copending application of Clyde C. Farmer, Serial No.707,918, filed January 23, 1934.

'I'he contact 338 of each device is connected to the electromagnet oieach control valve device controlling operation of the cut-off valve335, through conductor 352, contacts 354 of a transfer relay "i9,conductor 3l5 and train conductor 3|8, the latter of which extendsthroughout the train.

The contact SI5 of each device is similarly connected to theelectromagnet of each control valve device controlling operation of therelease valve 246, by way of conductor 326, contact 322 of a transferrelay 19, and conductor 324 and train conductor 325, the latter of whichextends throughout the train. Thus when contact 335 of the retardationcontroller device engages contact 308 all of the cut-oi valves 233 areactuated to seated position, and when the contact 333 engages Contact3l0, all of the releaser valves 243 are actuated to unseated position.

The brake pipe vent valve device i3 is provided with a quick actionValve 325, which is adapted to control local release of fluid underpressure from the brake pipe, by way of pipe 323, passage 329, valvechamber 333, and passage 332.

The quick action valve 326 is urged toward seated position by a spring334, and to unseated position by action of a quick action piston 335,which moves to the left to unseat the quick action valve when uid underpressure is supplied to piston chamber 335 in which the piston is disposed.

A light spring 333 acts constantly upon the piston 335 to urge it tounseat the quick action valve 323, but the quick action valve isnormally held seated by the overbalancing pressure of its spring 334.

The brak-e pipe vent valve device is also provided with a slide valve340, for controlling the supply of fluid under pressure tothe pistonchamber 336, through passage 355, to actuate the piston 335. Foractuating the slide valve 343, there is provided an emergency piston342, operatively mounted in a piston chamber 343.

When the pressure in the brake pipe is maintained at a normal value,fluid under pressure will be supplied to the emergency piston chamber34, by way of pipe 323, and passage 329. Fluid pressure in this chamberactuates the emergency piston 342 to its lowermost position, whereuponslide valve 340 is positioned upon its seat to cut oi the flow of anyfluid to the quick action piston chamber 336.

Fluid under pressure in the emergency piston chamber 343 also ows to aquick action chamber 344 in the brake pipe vent valve device casing, byway of passage 345, past a restriction 345 and a ball check valve 341,chamber 343 containing the slide valve 343, and passage 353.

When a service rate of reduction is effected `in brake pipe pressure,the pressure above the emergency piston 3,42 is accordingly reduced andthe overbalancing pressure below the piston actuates it upwardly until agraduating stem 352 engages a stop 353. When this takes place slidevalve 340 will be position to connect slide valve chamber 343 and quickaction chamber 344 with passage 332 leading to the atmosphere, througha. restricted port 354 in the slide valve. At the same time, the slidevalve will continue to blank passage 355 leading to the quick actionpiston chamber 336. Quick action chamber pressure will therefore bereleased to the atmosphere and quick action valve 326 will remainseated.

When an emergency'rate of reduction in brake pipe pressure is effected,emergency piston 342 moves upwardly to compress graduating spring 358,whereupon the slide valve 343 is positioned to connect quick actionchamber 344 to quick action piston chamber 336, by way of passage 355.Quick action chamber 344, therefore, equalizes to quick action pistonchamber 336, to cause quick Vaction Valve 326 to be opened wide tolocally vent brake pipe pressure to the atmosphere at an emergency rate.

The pressure in both the quick action chamber 344 and the emergencypiston chamber 336 will eventually be released to the atmosphere througha restricted port 360 in the quick action piston 335, and when thispressure has dropped to a sufficiently low value spring 334 will seatthe quick action valve 326, as before described.

When the pressure in the brake pipe has been restored to normal value,piston 342 returns to its lowermost position and the quick actionchamber 344 is recharged through the passage 345, past the ball checkvalve 341, which prevents back flow to the brake pipe from the quickaction chamber during an automatic application of the brakes. Therestriction 346 is provided in the passage 345 to limit the rate ofbuild-up of quick action chamber pressure.

The brake cylinder interlock relay device 36 and the brake pipeinterlock relay device 42 have similar actuating parts, each having acasing dening a piston chamber 362 in which is disposed a piston 363urged downwardly by a spring 364. The piston 363 is urged upwardly byfluid under pressure supplied therebelow.

The brake cylinder interlock relay device 36 has its piston chamber 362connected by a pipe 365 to the pipe |46 leading from each control valvedevice to the connected brake cylinder |6. This relay device is alsoprovided with contacts 366, which are closed, and contacts 361, whichare open, when the piston is in its lowermost position.

When iiuid under pressure is supplied to the under side of the piston363 in the brake cylinder interlock relay device 36, the piston isactuated upwardly to open contacts 366 and close contacts 361, thepurpose of which will appear presently.

The brake pipe interlock relay device 42 is provided with contacts 310,which are closed when the piston 363 of this device is in lowermostposition, and are open when the piston is actuated to its upperposition. The piston chamber 362 of this relay device is connected tothe brake pipe 82, by way of pipe 31|, so that when the pressure in thebrake pipe is normal the piston 363 therein will be held in itsuppermost position, and contacts 310 will therefore be open.

The emergency interlock magnet valve device 38 is embodied in a casingdefining a valve chamber 312 in which is disposed a valve 313. The valve313 is actuated to seated position by a spring 314, and to unseatedposition by an electromagnet in the upper part of the casing which whenenergized actuates a stem 315 downwardly to unseat the valve. The valve313 controls the release of fluid under pressure from the valve chamber312 to the atmosphere, by way of a port 316 in the casing.

The valve chamber 312 is connected to a valve chamber 318 in theapplication valve device 40, by way of pipe 319. The application valvedevice 40 and the application valve device 48 may be of the same design,and the description of one therefore suces for the description of theother.

Disposed in the valve chamber 318 of each of these devices is a valve388, which controls the flow of fluid under pressure from a chamber 382,connected to the brake pipe 82 by way of pipe 383, and a chamber 384connected to the atmosphere by a pipe 385.

The valve 380 is urged toward seated position by a Spring 386, and tounseated position by overbalancing pressure of fluid in chamber 382acting upon the under area oi the valve outside of the valve seat. Thechamber 382 is connected to the chamber 318 by way of a restrictedpassage 388, so that when the pressure in the valve chamber 318 issuddenly released to the atmosphere, the pressure acting on the underside of the valve is effective in overcoming the resistance of spring386 to unseat the valve, before the pressure in chamber 318 can buildup.

The emergency trip magnet valve device 46 is embodied in a casing havinga chamber 390, which vis connected to the valve chamber 318 of theapplication valve device 48, by pipe 39|. The magnet valve device 46 isalso provided with a valve 392, which is adapted to control the flow offluid from the aforementioned chamber 390 to the atmosphere, by way ofport 333. The valve 392 is urged toward unseated position by a spring394, and to seated position by action of an electromagnet in the upperpart of the casing having a winding 395, which when energized actuates astem 396 downwardly to seat the valve.

The upper end of the stem 396 has secured thereto and insulatedtherefrom a Contact element 391, which is adapted to engage stationarycontacts 398 when the winding 395 is energized, and to be disengagedtherefrom when the winding 395 is deenergized.

The track trip switch device 44 is provided with stationary contacts400, which are normally connected together by a bridging contact 40|held in contact therewith by a spring 402. The spring 402 actsdownwardly upon a plunger 403, which is secured to and insulated fromthe bridging contact 40|.

For disengaging the bridging contact 40| from the stationary contacts480, there is provided a lever 404 which is pivotally mounted to someportion of the vehicle at 405, and which is provided with a T-shapedupper portion for engagement with, but insulated from, the bridgingcontact 40|. The lever 404 is adapted to be actuated about the pivot 405by engagement with some iixed element without the train, as for exampley with a track trip element 406, the use of such element being wellknown in railroad practice.

Each of the conductors valve devices 50 is provided with a valve 408,which controls the release of fluid under pressure from the brake pipe82 to the atmosphere when a lever 409 is operated. The valve 408 isurged toward a seat 4|0 by a spring 4| I, and when the lever 409 isrotated in a counterclockwise direction an intermediate lever 4 2 isactuated to move valve stem 4 I 3 downwardly to unseat the valve 408.When the valve 408 i is unseated, fluid under pressure in the brake pipe82 may flow at an emergency rate to the atmosphere past the unseatedvalve and through port 4|4.

The operation of this embodiment of our invention is as follows:

Running condition When the train is running, the brake valve device atthe head end is maintained i Release position, while the brake valvedevice at the rear end is maintained in Handle off position. Con tactsegment 60 in the brake valve device at the rear end of the trainconnects ngers 68 and 12, the purpose of which will appear presently.

At the front end of the train the timing relay 34 and the transfer relay19 are energized, while at the rear end of the train these two relaysare deenergized.

The rotary valve portion 54 of the brake valve device at the head end ofthe train connects the supply pipe 84 with the brake pipe 82, so that apredetermined pressure is maintained in the brake pipe. The piston 353of each brake pipe interlock relay device i2 is thus held in itsuppermost position, whereupon contacts 311) are held open.

During running condition the emergency interlock magnet valve devices 38are deenergized, while the emergency trip magnet valve devices 46 areenergized, so that the valves 380 of the application valve devices 4Dand 48 are held in seated position. Current to energize the emergencytrip magnet valve devices 4S is supplied from the positive supplyconductor 16, by way of conductors 415 and 415, contacts 391 and 398,conductor 411, contacts 460 and 401 of the track trip switch device 44,and conductor 418, the return connection to the other terminal of thebatteries being through the ground connection shown.

In the control valve device I2 on each car in the train, the winding 158of the self-lapping portion illu is deenergized, and the fluid pressurein the piston chamber 255 of the triple valve portion 134 is maintainedat brake pipe value, so that all parts of the control valve device arein release position. The brake cylinder 16 on each car is thus connectedto the atmosphere and the brakes are held in release position.

With the brake cylinder connected to the atmosphere, the brake cylinderinterlock relay devices 36 have their pistons 353 forced to lowermostposition, so that contacts 365 are closed and contacts 351 held open.

While the train is running the supply reservoirs 14 are charged from thesupply pipe 84, and the auxiliary reservoirs 294 are charged from thebrake pipe 82 through a feed groove 420 around the piston 264 in thetriple valve portion H14 of each control valve device.

The batteries 18 are charged during running condition by operation ofcharging apparatus diagrammatically indicated at 428. This apparatus ispreferably connected to the batteries 18 by circuits (not shown) in amanner such that during running of the train the batteries areautomatically charged whenever their voltage drops below a given value,and so that charging ceases upon an electro-pneumatic application of thebrakes.

To provide for charging of the batteries during an electro-pneumaticapplication, the charging apparatus has a control element connected to acontrol wire 42S, which extends throughout the train and which, throughcontacts 430 of one of the transfer relays 19, connects to theresistance unit 92 of the head end brake valve device, so that when thebrake valve device is moved to electric service position the controlelement will be energized to effect charging of the batteries as duringrunning condition.

Operation of checking devices Through the indicating lamps 22, 24 and 26on the head end car, the operator is informed whether or not faultsexist in the control circuits extending throughout the train between theretardation controller device and the control Valve devices.

At the head end of the train the checking relay 28 is connected to theaforementioned train conductor 325 adjacent the release electromagnet inthe control device l2 on the head end car, by

Way of conductor 320, contacts 322 of the transfer relay 19 andconductor 324. The relay is also connected to a conductor 424, whichalso extends throughout the length of the train, by Way of conductor425, contacts 426 of transf-er relay 19, and conductor 421.

The checking relay 30 is also connected to the conductor 424 through thesame path as just described, and to train conductor 318, which extendsthroughout the train, by way of contacts 314 of the transfer relay 19,and conductor 316.

At the rear end of the train the train conductors 318 and 325 areconnected to the ground or negative side of the batteries 18, by way ofconductors 316 and 324, back contacts 432 and 433 of the transfer relay1S on the rear car, resistance devices 32 on the rear car, and conductor435.

Also, at the rear end of the train the conductor 424 is connected to thepositive supply conductor 16, by way of conductor 421, back contact 431of the transfer relay 19, resistance device 33 on the rear car, andconductor 415. 'I'he checking relays 28 and 311 on the head end car aretherefore energized through the circuits just described, and each relaycloses its contacts 440. Closing of the contacts 446 energizes theindicating lamp 22 from the positive supply conductor 16, by way ofconductors 415 and 441. Lighting of the indicating lamp 22 informs theoperator that no u faults of a general nature exist in the circuitsleading to the control valve devices from the retardation controllerdevice.

Should the circuits between the retardation controller device and theelectromagnets of the cut-off and release magnet valve portion of eachcontrol valve device contain faults, such as open circuits, cross wires,etc., it will be obvious that one or both of the checking relays 28 and30 will be deenergized, and deenergization of either will open thecircuit to the indicating lamp 22, thereby indicating the existence of afault.

During running condition the indicating lamps 24 and 26 are not lightedbecause directional devices 442 are connected between these indicatinglamps and the conductor 425, which is now connected to the positiveterminal of the batteries at the rear end of the train, and thesedirectional devices prevent the flow of current through the lamps.

as copper oxide rectier units, although they may be of any othersuitable type.

Faulty energization of the cut-off and release electro-magnets in eachcontrol valve device 12,

by supply of current through the circuits just described from the rearend of the train, is prevented by the connection of other directionaldevices 442 between the 4electromagnets and the conductor 424, as may beseen from Figures 1A, 1B and 1C.

Service application These directional devices are preferably of the typecommonly referred to the positive supply conductor 16, by way of iingerof the brake valve device, segment 56, finger 65, the portion of theresistance 92 between ngers 65 and 61, conductors 444 and 445, andbranch conductors 443. The other terminal of each winding |68 connectsby branch conductors 44'! to a conductor 446, which also extendsthroughout the train, and which is connected to the ground or negativebattery terminal at or about the middle of the train, through aconductor 448 and a switch 449, for the purpose of preventing voltagedifferences along the track, while current is supplied to the propellingmotors, from undesirably energizing the windings |68, as well as tocause more nearly equal energization of these windings during a brakeapplication.

Current thus ows from the batteries 18 to the windings |68 through thatportion of the resistance 02 in series therewith. The magnetic iluxproduced by the energized windings |68 actuates the movable core member|10 downwardly to cause seating of the release valve |80 and unseatingof the supply valve |60, in each control valve device, as beforedescribed. Fluid under pressure then flows from each supply reservoir I4to the under side of each relay piston |34, through the passagesheretofore described.

Fluid pressure beneath the relay piston |34 actuates the slide valve |32to cut off venting of the connected brake cylinder I6, and to effectunseating of the supply valve H0, so that fluid under pressure may flowfrom each supply reservoir I4 to each connected brake cylinder I6.

As the pressure in the brake cylinder builds up, a value will be reachedat which the inshot piston 206 will be forced downwardly to seat theball valve 202. Thereafter the flow of fluid to the under side of therelay piston |34 will be by way of the path through the cut-o andrelease magnet valve portion |03, as described. The purpose of theinshot valve section is to insure a brake application sufficient to stopthe train should the path through the magnet valve section beaccidentally closed. The supply of iiuid under pressure to the relayvalve portion will be lapped by the selfelapping valve portion when thepressure reaches a value corresponding to the brake valve movement, asbefore described. When the supply of fluid thereto has been lapped, thepiston |34 moves to lap position.

As each self-lapping portion |00, of each control valve device, operatesindependently of every other self-lapping portion, it is obvious thatthe brake cylinder pressures will be maintained substantially uniformthroughout the train, according to the position of the brake valvedevice, and regardless of differences in piston travel, leakage, etc.

As pressure builds up in the brake cylinders I6, the train begins todecelerate. If the rate of retardation produced by application of thebrakes is sufficient to cause the pendulum 302, of the retardationcontroller device 20, to swing far enough to the left to causeengagement of contact 306 with contact 308, then the cut-offelectromagnet in each control valve device will be energized to causeseating of each cut-off valve 230. When this takes place the flow offluid to the under side of each relay piston |34 will be cut off, unlessalready cut olf by the self-lapping valve portion.

If the rate of retardation is great enough to cause engagement ofcontact 306 with contact 3|0, the release electromagnet in each controlvalve device will be energized to cause unseating of each release valve246. Fluid pressure will then be released from the under face of eachrelay piston |34 to the atmosphere by way of the safety valve device252, the safety valve device functioning to retain a predeterminedpressure therebelow in accordance with its setting.

As fluid under pressure is released from the under side of each relaypiston |34, the piston moves downwardly and connects the brake cylinderwith the atmosphere by the passages already described. Release of fluidpressure from the brake cylinders will of course diminish the rate ofretardation. As the rate of retardation diminishes, the pendulum 32 ofthe retardation controller device swings back to the right, causingdisengagement of contact 306 from contact Slt. Disengagement of thesecontacts deenergizes the release electromagnets, and the release valves246 are then seated by their springs. relay valve piston |34 will thenmove again to a lap position.

If the release of fluid pressure from the brake cylinders has been morethan necessary to decrease the rate of retardation to thev desiredvalue, then contact 306 disengages from contact 368, and iluid is againsupplied to the under face of relay piston |34, to again cause fluid tobe supplied to the brake cylinders. It will be quite obvious then thatthe retardation controller device will function to cut off, release, andre-supply fluid to the brake cylinders to maintain a rate of retardationin accordance with the setting of the retardation controller device,provided of course that the brake valve device has been moved to aposition corresponding to the necessary degree of braking.

Frequent operation of the retardation controller devices may causeburning of the contacts therein. To minimize this wear, condenser The LThe timing relay 432, contacts 450, and conductor the return circuit tothe negative battery terminal being by way of conductor 453, andcontacts 356 of the brake cylinder interlock relay device 36.

However, if the pressure in the brake cylinder on the head end car hasreached a predetermined value, great enough to urge the piston 363 inthe brake cylinder interlock relay device upwardly to open contacts 366,then the emergency interlock valve device 38 will not be energized. Thetiming relay therefore functions to effect an emergency application ofthe brakes, as will hereinafter be more fully explained, upon failure ofthe selflapping portion of the control valve device to effect apredetermined brake cylinder pressure great enough tooperate the brakecylinder interlock relay device 36.

the fluid pressure effected in the brake cylinders will then be amaximum.

When the brake valve device is moved to the First electric serviceposition, fingers 13 and 'I4 are connected by the segment 58. Finger 13is connected to the conductor 424, which as before described, is thecommon return conductor for the relays 28 and 38, for indicating lamps24 and 26, and for the cut-off and release electromagnets of the controlvalve devices. Finger I4 is grounded and is therefore connected to thenegative battery terminals.

Before fingers 13 and 14 were connected together, the polarity ofconductor 424 was positive, due to the connection to the positive supplyconductor 'I6 at the rear end of the train. After nger 'I3 has beenconnected to finger 14, the polarity of the conductor 424, to the leftof the resistance device 33 at the rear end of the train, is of anegative polarity, so that as soon as contact 386 of the retardationcontroller device has engaged contact 388, indicating lamp 26 will belighted, and when Contact 386 engages contact 3H), indicating lamp 24will be lighted. It will thus be seen that the indicating lamp 26 willbe lighted when the retardation controller device has supplied currentto the circuit leading to the cut-off electromagnet in each controlvalve device, while the indicating lamp 24 will be lighted when currenthas been supplied to the circuit leading to each release electromagnet.

From the manner in which the circuits have been arranged, as shown inthe drawing, it will be obvious that the checking devices check theintegrity of the circuits for the full distance throughout the train, asthe conductors leading to each electromagnet loop rather than connectthereto by branch conductors.

Auxiliary service application In case of failure of theelectro-pneumatic control apparatus, a pneumatic service application maybe made by movement of the brake valve to Pneumatic service position. Inthis position the rotary valve portion 54 disconnects the brake pipe 82from the supply pipe 84, and reconnects the brake pipe to theatmosphere, through the port 94 having the restriction therein. Brakepipe pressure is thus released to the atmosphere at a service rate.

As before explained, a service rate of reduction in brake pipe pressureat the brake valve does not ei'ect operation of the brake pipe ventValve device I8 to cause a further reduction in brake pipe pressure.

Upon a service reduction in brake pipe pressure, piston 264 of thetriple valve portion of each control valve device moves. to serviceposition, whereupon iiuid under pressure is supplied from the auxiliaryreservoir 294 to the under side of each relay piston |34 and to thevolume reservoir 288, as before explained. Fluid under pressure suppliedto the under side of each relay piston |34 effects a service applicationof the brakes, in the same manner as heretofore described.

'Ihe pressure which may be supplied to the under side of the relaypiston |34 from the auxiliary reservoir 294 should preferably be limitedto a lower value than when supplied from each supply reservoir throughthe self-lapping magnet valve portion of each control valve device, andhence the auxiliary reservoir is arranged to equalize to the volume ofitself and the volume reservoir 288. This arrangement is providedbecause if the failure of the electropneumatic portion of the equipmenthas been due to failure of the current supply, then the retardationcontroller device is rendered inoperative, and there will be noautomaticcontrol of the rate of retardation so as to prevent wheel sliding. Bylimiting the pressure supplied to the relay valve portion to a lowervalue, adequate braking can be secured with the danger of wheel slidinggreatly minimized. I

Since fluid supplied to the under side of each relay'piston iiowsthrough substantially the same path as during an electric serviceapplication, the inshot valve portion will operate as before described.Also, if the pressure effected in the brake cylinders should rise to avalue high enough to produce rates of retardation which will causeoperation of the retardation controller device, and a current supply isavailable, the cut-off and release electromagnets may be energized asbefore.

Duringa service reduction in brake pipe pressure the brake pipeinterlock relay devices 42 continue to hold'their contacts 318 open.

Emergency application When it is desired to eifect an emergencyapplication of the brakes, the brake valve device is moved to theposition indicated as Emergency position. In this position, fullstrength current will be supplied to each self-lapping magnet valvewinding |68, while the port 98 in the rotary valve portion 54' will ventthe brake pipe 82 to the atmosphere to release fluid under pressuretherefrom at an emergency rate.

The self-lapping magnet valve device of each control valve device willoperate to supply a maximum degree of iiuid under pressure to the underside ci each relay piston |34. At the same time, the emergency7reduction in brake pipe pres sure causes the brake pipe vent valvedevice i8 to operate to effect a quickened emergency reduction in brakepipe pressure, so that each tripie piston 264 moves quickly to emergencyposition, to also supply a maximum degree of fluid und-cr pressure tothe under side of each relay piston E84.. Since the now of fluid fromthe self-lapping valve portion and the triple valve portion must flowpast the double check valve 228, it will be obvious that only the supplywhich dominates in pressure will reach the relay valve portion.

Thus during an emergency application, a dou-ble supply of fluid tooperate the relay valve portion of each control valve device isavailable, thereby insuring operation of the control valve devices tosupply a maximum degree of iiuid under pressure to the brake cylinders.It will be noted, however, that in both electric service and emergencyapplications iiuid to the brake cylinders is supplied from the supplyreservoirs.

During an emergency application of the brakes, the inshot valve portionof each control valve device will function in the same manner as heretoiore described. Likewise, the retardation con troller device 28 rwillalso function in accordance with the rate of retardation produced, tocontrol operation ci the cut-off and release valves of each controlvalve device;

Ir while the brake valve device is in Release position, there should bean accidental loss of brake pipe pressure, the brake pipe interlockrelay devices Vi2 will close their contacts Sli?. Closing of these.contacts eflects a circuit direct from the batteries 18 to each of theself-lapping magnet Valve windings |88, soy that a full serviceapplication of the brakes results.

As ybefore described, if after the brake valve device has been movedpast a given electric service position, a definite pressure should notbe built up in the brake cylinders within a predetermined time, thetiming relay 34 will close its contacts 450, to energize emergencyinterlock magnet valve device 38. Energization of the emergencyinterlock magnet valve device 38, causes fluid pressure to be releasedfrom the application valve chamber 318, in the application valve device40, so that the valve 380 therein is unseated. Fluid under pressure isthen released from the brake pipe 82 to the atmosphere at an emergencyrate, to effect an emergency application of the brakes, as heretoforedescribed.

In a similar manner, if the lever 404 of the track trip switch device44, should engage a track trip 406, or some similar trip element,bridging contact 40| would be disengaged from one or both of stationarycontacts 400. This would interrupt the circuit to the emergency tripmagnet valve device 46, so that its valve 392 would be unseated, torelease fiuid pressure from the valve chamber 318 of the applicationvalve device 48. The valve 380 therein would be unseated to releasefluid under pressure from the brake pipe 82 to the atmosphere at anemergency rate.

It will be noted that when the winding 395 of the emergency trip magnetvalve device 46 is deenergized, contact 391 will be disengaged fromcontact 398, so that the winding 395 cannot be reenergized through thecircuit including these contacts. The winding may however be reenergizedby movement o-f the brake valve device to Emergency position.

This movement connects ngers 68 and 12 on the brake valve device at thehead end of the train to the positive supply conductor 16, so that theemergency trip magnet valve device 46 at the rear end of the train isenergized through conductor 454 connected to finger 12, fingers 68 and12 and segment 60 of the brake valve device at the rear end of thetrain, conductor 4|1, and contacts 400 and 40| of switch device 44,while the magnet valve device at the head end of the train is energizedthrough conductor 4|1 connected to the nger 68, and a similar path tothat described at the rear of the train. After these valve devices havebeen energized the brake valve device may be moved to release position,because the engagement of contact 391 with contacts 398 will provide aholding circuit therefor.

When in emergency cases it is desired to effect an application of thebrakes from some point throughout the train other than in the operatorscab, the lever 409 of one of the conductors valve devices 50 may beoperated in a counterclockwise direction, to unseat the valve 408therein. This will release fluid under pressure from the brake pipe tothe atmosphere at an emergency rate, and thereby cause an emergencyapplication of the brakes.

Release of brakes When it is desired to effect a release of the brakesfollowing a service application, the brake valve may be moved to Releaseposition.

In this position the windings |68, of the control valve devices, will bedeenergized, permitting the supply valves |60 to be seated and therelease valves to be unseated. As will be obvious, this will release uidpressure from below each relay piston |34 to the atmosphere, to effect arelease of fluid pressure in each brake cylinder to the atmosphere.

The same movement of the brake valve device will produce the 'sameresult following either a Pneumatic service or an Emergency applicationof the brakes. When the brake valve device is moved to Release positionafter either of these applications, the brake pipe 82 is again connectedto the supply pipe 84, and the pressure therein immediately starts tobuild up. Each triple piston 264 then moves toward release position.

When the pressure in the brake pipe commences to build up, and reaches avalue above that in the auxiliary reservoir great enough to move piston264 to release position and to cause unseating of fast recharge valve290, in each triple valve portion, fluid will ilow from the brake pipepast this unseated valve, through passage 286, and port 284 in mainslide valve 260, to slide valve chamber 258 and hence to the auxiliaryreservoir connected thereto. The auxiliary reservoirs are thus chargedmore rapidly than is possible through the feed groove 420. Of courseafter the pressure in each auxiliary reservoir reaches a sufficientlyhigh value the fast recharge valve 290 will be seated, and furthercharging of the auxiliary reservoir continues through the feed groove420.

If it is desired to isolate the braking equipment on any one car fromthat on the others, this may be done by operation of a double cut-offcock 460. As may be seen in Figure 2, when the handle 46| of this deviceis in the position shown in full lines, each control valve device isconnected to the brake cylinder and brake pipe on that car. When thehandle 46| is moved to the position shown in dotted lines, the brakecylinder and brake pipe are disconnected from the control valve device.

While the operation of the embodiment illustrated has been described inconnection with operation from one end only, it will be quite apparentfrom the foregoing description that the operation will be the same whencontrolled from the opposite end of the train, as the equipment on therear end car is a duplicate of that on the front end car.

While we have illustrated and described one embodiment of our invention,it will be quite apparent to those skilled in the art that many changestherein and modifications thereof may be made, and we do not Wish to belimited to the specific embodiments shown, or otherwise than by thespirit and scope of the appended claims.

Having now described our invention, what we claim as new and desire tosecure by Letters Patent, is:

1. In a railway train brake system, the combination with a plurality ofbrake cylinders, and a brake pipe, of a control valve device for one ormore units in the train, said control valve device having anelectrically operated self-lapping portion, a-relay valve portion, atriple valve portion, and an inshot valve portion, said relay valveportion controlling the supply of fluid under pressure to said brakecylinders, said selflapping and triple valve portions controlling thepressure of the fluid supplied to operate the relay valve portion, andsaid inshot valve portion controlling the rate of flow of fluid tooperate said relay valve portion, said triple valve portion beingconnected to said brake pipe and being operable upon a reduction inbrake pipe pressure, and a brake valve device operable to controloperation of said self-lapping portion and to effect reductions' inbrake pipe pressure.

2. In a vehicle brake system, the combination with a brake cylinder and'a brake pipe, of a control valve device having an electrically operatedself-lapping portion, a triple-valve portion, and a magnet valveportion, said' triple valve portion being connected tosaid brake pipeand being operable upona reduction in brakev pipe pressure, said controlvalve devicecontrolling the flow of fluid under pressure to said brakelcylinder, a brake valve device operable to control the operation of saidself-lapping portion and-'to effect a reduction in brake pipey pressure,and a retardation oontroller'deviceA for controlling operation o saidmagnet valve=portion.

3. In a iiuid pressure brake system, the combination With a brakecylinder and avbrake` pipe, of a control valve device having anelectrically operated self-lapping portion, a triple valve portion, anda` magnet valvev portion, said triple valve portion being connected tosaid brake pipe and being operatedv upon a reduction in. brake pipepressure, said control valvevdevice controlling the flow of iiuidto saidbrake cylinder, a brake valve device operable to control operation ofsaid electrically operated self-lapping portion and to effect areduction in brake pipe pressure, a retardation controller deviceoperable according to the rate of: retardationof the vehicle forcontrolling operation of. said` magneti valve portion, a circuitconnectingk said retardation controller device andmagnet valve: portion,and means for checking the integrity of said circuit.

4.. In a fluid pressure brake system', the combination with a brakecylinder and a brake pipe, of a control valve devicehaving anelectrically controlled self-lapping portion, a.v triple valve portion,and a magnet: valve portion,.said triple valve portion beingconnectedt'osaidbrake pipe and being operated upon a reductionV in brakepipe pressure, saidv control valve device control'- ling the ovv ofiiuid` to said-.brake cylinder, a brake valve device operabletocontrolthe operation of said self-lapping portion andi tovef'ect areduction in brake. pipeA pressure,V an retardation controller deviceoperable to controlisaid magnet valve portion, and indicating means forindicating when said retardation controller devicel has operated.

5. In a fluid pressure brake` system, the combination with a brakecylinder,. a brake pipe, of

a control valve device having an electro-pneumatically controlled valveportion and a triple valve portion, saidtriple valve portion beingconnected to said brake pipe and being.` operated upon a reduction inbrake` pipe pressure, said control valve device controlling the flow of.fluid to said brake cylinder, a brake valve: device having servicepositions for controlling operation of said electro-pneumaticallyfcontrolled portion, electrically controlled valve means for effecting areduction in brake pipe pressure; means responsive to a movement ofsaidbrake valve device to a service position for causing operation of saidelectrically controlledV valve means to eiect a reduction in brake pipepressure, and means responsive to uid supplied to said brake cylinder byoperation of said electro-pneumatically controlled portion forpreventing operation of said electrically controlled valve means'.

6. In a fluid pressure brake system, the combination With a brakecylinder and a brake pipe, of a control valve device havinganelectrically controlled portion and a triple valve portion, said triplevalve portion being connected to said brake pipe and being operated upona reduction in brake pipe pressure, said controlvalveV devicecontrolling the iloW of fluid to said brake cylinder, a source ofcurrent supply, a brake valve device operable to supply current fromsaid source to said electrically controlled portion and to eiect areduction in brake pipe pressure, and a switch device responsive tobrake pipe pressure for also controlling the supply of current from saidsource to said electrically controlled portion regardless of operationof saidk brake valve device.

7. In a train braking system, the combination with brake cylinders forone or more unitsl in the train, of control valve devices for one ormore units in the train, for controlling fiovv of iiuid under pressureto said brake cylinders, a brake valve device for the head end of thetrain and aV brake valve device for the rear end of the train, means forcontrolling operation of said controlvalve devices from either of saidbrake valve devices, means including a relay for the head.l end of thetrain and a relay for the rear end of the train for transferring thecontrol of said control valve devices from one of saidibrake valvedevices to the other of said brake valve devices, and means whereby whenone of said brake valve devices is operated, one of said relays' isenergized and the other of' said relays is deenergized.

8. In a train braking system, the combination with brake cylinders forone or more cars-in the train, of control valve devices for one or morecars in the train, for controlling flo-W of fluid under pressure to saidbrake cylinders, means for controlling operation of said control valvedevices from either end ofthe train to release iluid under pressure fromsaid brake cylinders, said means including a plurality of electricalcircuits extending throughoutl the train, and means for indicating ateither end ofthe train the existence of faults in said circuits.

9. In a train braking system, the combination with a plurality of brakecylinders for one or more carsin the train, of a, plurality of controlvalve devices for one or more cars in the train, abrake pipe, saidcontrol valve devices being connected tosaid brake pipe and beingoperable upon a reduction in brake pipe pressure, brake valve devices atthe head end: and rear end of said train and operable to control saidcontrol Valve devices electro-pneumatically or by reduction of pressurein said brake pipe, retardation controller devices at the head end andrear end of said train and operable to also control operation of saidcontrol valve devices, means for transferring the control of saidcontrol valve devices by said brake valve devices and retardationcontrol devices from one end of said train to the other, and indicatingmeans for indicating at either end of said train the existence ofirregular conditions in said brake system.

10. In a train braking system, the combination with a plurality ofcontrol valve devices for controlling application of the brakes, saidcontrol valve devices being operable electrically or by reductions inbrake pipe. pressure, of a brake valve device operable to control saidcontrol valve devices electrically or by reductions in brake pipepressure, a retardation controller device operable to independentlycontrol release operations of saidvcontrol valve devices after saiddevices have been caused to be operated by operation of said brake valvedevice, and means for indicating When said retardation controller devicehas operated.

11. A control valve device having an electrically controlledself-lapping portion, a relay valve all) portion, a triple valveportion, and an inshot valve portion, said relay valve portion beingoperable to control the flow of fluid under pressure supplied to effectan application of the brakes, said self-lapping and triple valveportions being operable to control the pressure of iiuid supplied i tooperate said relay valve portion, and said inshot valve portion beingoperable to control the rate of flow of fluid to operate said relayvalve portion.

l2. A control valve device having an electrically controlled self-lapping portion, a relay valve portion, a triple valve portion, and amagnet valve portion, said relay valve portion being operable to controlthe flow of fluid supplied to produce an application of the brakes, saidself-lapping and triple valve portions being operable to effect a supplyof iiuid under pressure to cause operation of said relay valve portion,and said magnet valve portion being operable to cut olf the flow offluid to said relay Valve portion and to effect a release of fluidpressure supplied therefrom.

13. In a brake system, the combination with a supply reservoir, anauxiliary reservoir, a volume reservoir, and a brake cylinder, of acontrol valve device having an electrically controlled self-lappingportion, a relay valve portion, and a triple valve portion, said relayvalve portion being operable to effect a supply of fluid under pressurefrom said supply reservoir to said brake cylinder, said self-lappingportion being operable to effect a supply of fluid under pressure fromsaid supply reservoir to operate said relay Valve portion, and saidtriple valve portion being operable to effect a supply of fluid underpressure from said auxiliary reservoir to operate said relay valveportion and to said volume reservoir.

i4. In a vehicle brake system, in combination, brake means, anelectrical relay, electroresponsive means responsive to denergization ofsaid relay for effecting an emergency application oi said brake means, abrake valve device having a release position and a plurality of serviceapplication positions, means associated with said brake valve device formaintaining said relay energized in release position of said brake valvedevice and operable to denergize said relay upon operation of said brakevalve device to a predetermined service application position, means foreffecting a service application of said brake means upon movement ofsaid brake valve device to any service application position, and meansresponsive to a predetermined service application of said brake meansfor preventing said operation of said electroresponsive means.

l5. In a vehicle brake system, in combination, a brake cylinder, a brakepipe, means operated upon a reduction in brake pipe pressure forsupplying fluid under pressure to the brake cylinder, a brake valvedevice having a release position and a plurality of service positions,an electrical relay, means for energizing said relay When said brakevalve device is in release position and for deenergizing said relay uponmovement of said brake valve device to a predetermined service position,a magnet valve device operable when energized to effect a reduction inbrake pipe pressure, a circuit adapted to be closed When said relay isdeenergized to supply current to said magnet valve device, independentmeans for effecting a supply of uid under pressure to said brakecylinder upon movement of said brake valve device to said predeterminedservice position, and a fluid pressure operated switch device responsiveto brake cylinder pressure for opening the circuit to said magnet valvedevice at a predetermined brake cylinder pressure.

16. In a vehicle brake system, in combination, a brake cylinder, a brakepipe, means operative upon a reduction in brake pipe pressure forsupplying fluid under pressure to said brake cylinder, a normallyenergized relay having contacts adapted to be closed after apredetermined delayed interval of time upon deenergization of saidrelay, an electrically operated valve device adapted to be energizedupon closing of said contacts and operable when energized to effect areduction in brake pipe pressure, means independent of said aforestatedmeans for deenergizing said relay and for effecting a supply of fluidunder pressure to said brake cylinder, and a switch device operated upona predetermined brake cylinder pressure effected by said last means forpreventing energization of said electrically operated valve device uponclosing of said relay contacts.

17. In a vehicle brake system, in combination, brake means,electroresponsive means operable when energized to effect an applicationof said brake means, a main circuit for supplying current to saidelectroresponsive means, a by-pass circuit for also supplying current tosaid electroresponsive means, a brake valve device for connecting saidmain circuit to a source of current supply, normally open contacts insaid by-pass circuit, a normally charged brake pipe, and means operatedupon a reduction in brake pipe pressure for closing said contacts.

18. In a vehicle brake system, in combination, a brake pipe, a brakecylinder, means operative upon a reduction in brake pipe pressure forsupplying fluid under pressure to said brake cylinder, a normallyenergized magnet valve device operable when deenergized to effect areduction in brake pipe pressure, a normally closed circuit formaintaining said magnet valve device energized, normally closed contactsin said circuit, and an element adapted when pressure is applied theretoto open said contacts to deenergize said magnet valve device.

19. In a vehicle brake system, in combination, a brake cylinder, a brakevalve device having a release position and a plurality of servicepositions and an emergency position, a brake pipe, means operative uponreduction in brake pipe pressure for supplying fluid under pressure tosaid brake cylinder, a normally energized magnet valve device operablewhen deenergized to effect a reduction in brake pipe pressure, means fordeenergizing said magnet valve device, and means operative to reenergizesaid magnet valve device only upon movement of said brake valve deviceto emergency position.

20. In a vehicle brake system, in combination, a brake cylinder, a brakepipe, means operative upon a reduction in brake pipe pressure forsupplying fluid under pressure to said brake cylinder, a magnet valvedevice operable when deenergized to effect a reduction in brake pipepressure, means for momentarily energizing said magnet valve device, aholding circuit for maintaining said magnet valve device energized, andcontacts operated When said magnet valve device is initially energizedfor closing said holding circuit.

21. In a train brake system, in combination, brake means for braking thetrain; a brake valve device for the head end of the train and a brakevalve device for the rear end of the train, each of said brake valvedevices having a release position, a plurality of application positionsand a handle oi position; a transfer relay for the head end of the trainand a transfer relay for the rear end of the train; control apparatusfor the head end of the train and control apparatus for the rear end ofthe train, the control apparatus at either end of the train beingeffective When the transfer relay at that end is energized and beingineffective When the transfer relay at that end is deenergized; meansfor maintaining the transfer relay at the head end of the trainenergized when the brake valve device at the head end of the train is inrelease position or in any application position; and means formaintaining the transfer relay at the rear end of the train deenergizedwhen the brake valve device at the rear end of the train is in handleoff position.

22. In a train brake system, in combination, brake means for braking thetrain, a plurality of electroresponsive means for controlling operationof said brake means, a supply conductor extending throughout the trainfor supplying current to said electroresponsive means, a returnconductorv extending throughout the train for the return of currentsupplied to said electroresponsive means, a source of current supplyhaving an ungrounded terminal and a grounded terminal, control means forconnecting said ungrounded terminal to said supply conductor, and meansfor grounding said return conductor at or near the middle of the trainto provide a return path for the current to said grounded terminal,whereby undesired energization of said electroresponsive means isprevented.

23. In a vehicle brake system, the combination with a brake cylinder anda supply reservoir, of a relay valve device for controlling the supplyof fluid under pressure from said reservoir to said brake cylinder, abrake pipe, an automatic valve mechanism operated according toreductions of pressure in said brake pipe for controlling operation ofsaid relay valve device, and a. brake valve device operable to effectreductions in brake pipe pressure at either a service rate or anemergency rate.

24. In a vehicle brake apparatus, the combination with a brake cylinderand a supply reservoir, of a relay valve device for controlling thesupply of uid under pressure from said reservoir to said brake cylinder,a brake pipe, an automatic valve mechanism operated according toreductions in brake pipe pressure for controlling operation of saidrelay valve device, a brake valve device operable to effect reductionsin brake pipe pressure at either a service rate or an emergency rate,and an emergency Valve device operable only upon reductions in brakepipe pressure at an emergency rate for reducing b-rake pipe pressure toatmospheric pressure.

25. In a brake equipment for vehicles, a brake cylinder, a magnet valvedevice for controlling the supply of fluid under pressure to said brakecylinder, an automatic valve -device for controlling the sup-ply offluid under pressure to said brake cylinder, a manually operable brakevalve device for simultaneously controlling the operation of said magnetvalve device and of said automatic valve device, and means responsive toa reduction in brake pipe pressure for effecting the operation of saidmagnet valve device to apply the brakes independently of the operationof said manually operable brake valve device.

26. In a railway train brake system, the combination with a brakecylinder, an auxiliary reservoir, and a supply reservoir, of valve meansoperable by uid underpressure for controlling the supply of fluid underpressure from said supply reservoir to said brake cylinder, means forelectropneumatically effecting a supply of iluid under pressure fromsaid supply reservoir to operate said valve means, and means forpneumatically effecting a supply of fluid under pressure from saidauxiliary reservoir to operate said valve means.

27. In a railway train brake system, the combination with a brakecylinder, an auxiliary reservoir, an-d a supply reservoir, of valvemeans operable by fluid under pressure for controlling the supply offluid under pressure from said supply reservoir to said brake cylinder,means for electropneumatically effecting a supply of fluid underpressure from said supply reservoir to operate said valve means, meansfor pneumatically effecting' a supply of iiuid under pressure from saidauxiliary reservoir to operate said valve means, and means operable Whenfluid is supplied from one of said reservoirs for effecting a lapping ofthe supply.

28. In a train braking apparatus, the combination With a brake cylinder;of a `control valve device having contained therein a plurality ofseparate application and release magnet valve sections, a triple valvesection and a relay valve section, said relay valve section controllingthe supply of fluid under pressure to and its release from said brakecylinder, each of said magnet valve sections and said triple valvesection controlling fluid under pressure supplied to operate said relayvalve section; means for controlling one of said magnet valve sectionsand said triple valve section in accordance with a desired degree ofbraking; and means governed by the rate of retardation for controllingthe other of said magnet valve sections.

29. In a train braking apparatus, the combination with a brake cylinder;of a control valve device having contained therein a plurality ofseparate application and release magnet valve sections, a triple valvesection, an inshot valve section, and a relay valve section, said relayValve section controlling the supply of fluid under pressure to and itsrelease from said brake cylinder, each of said magnet valve sections,said inshot valve section, and said triple valve section controllingiluid under pressure supplied to operate said relay valve section; meansfor controlling one of said magnet valve sections and said triple valvesection in accordance with a desired degree of braking; and meansgoverned by the rate of retardation for controlling the other of saidmagnet valve sections.

30. In a train brake system, in combination, a brake cylinder, a brakepipe, a supply reservoir, an auxiliary reservoir, a volume reservoir, arelay valve device for controlling the supply of fluid under pressurefrom said supply reservoir to said brake cylinder, means operable tocontrol supply of fluid under pressure from said supply reservoir tooperate said relay valve device, and an automatic valve device operatedupon a reduction in brake pipe pressure for effecting a supply of uidunder pressure from said auxiliary reservoir to both said volumereservoir and to said relay valve device.

3l. In a train brake system, the combination with a brake cylinder, of avalve device operated upon the supply of fluid under pressure theretofor controlling the supply of iiuid under pressure to and its releasefrom said brake cylinder, means for establishing a communication throughwhich uid under pressure is supplied to operate said relay valve device,a second valve device having a chamber and operable at a chosen pressureof fluid supplied to said chamber to control communication between saidchamber and said rst communication, an electrically controlledselflapping valve device operable to control a supply of fluid underpressure to said chamber, and an automatic valve device operable tocontrol another supply of fluid under pressure to said chamber.

32. In a train brake system, the combination With a brake cylinder, of arelay valve device operated upon the supply of fluid under pressurethereto for controlling the supply of fluid under pressure to and itsrelease from said brake cylinder, means for establishing a communicationthrough which uid under pressure is supplied to operate said relay valvedevice, a second valve device having a chamber and operable at a chosenpressure of uid supplied to said chamber to control communicationbetween said chamber and said iirst communication, a supply reservoir,an electrically operated self-lapping magnet valve device operable tocontrol a supply of fluid under pressure from said supply reservoir tosaid chamber, an auxiliary reservoir, a brake pipe, and an automaticvalve device operated upon a reduction in brake pipe pressure forcontrolling the supply of uid under pressure from said auxiliaryreservoir to said chamber.

33. In a train brake system, the combination with a brake cylinder, of arelay valve device operated upon the supply of fluid under pressurethereto for controlling the supply of fluid under pressure to and itsrelease from said brake cylinder, means establishing a communicationthrough which fluid under pressure is supplied to operate said relayvalve device, a second valve device having a chamber and operable tocontrol communication between said chamber and said rst communication, asupply reservoir, an electrically operated self-lapping magnet valvedevice operable to control a supply of fluid under pressure from saidsupply reservoir to said chamber, an auxiliary reservoir, a volumereservoir, a brake pipe, and an automatic valve device operated upon areduction in brake pipe pressure for effecting a supply of fluid underpressure from said auxiliary reservoir to said chamber and to saidvolume reservoir.

34. In a train brake system, the combination with a brake cylinder, of arelay valve device controlling the supply of fluid under pressure tosaidbrake cylinder, an electrically controlled selflapping valve deviceoperable to effect a supply of fluid under pressure to said relay valvedevice according to the energization thereof, a brake pipe, an automaticvalve device operated upon reductions in brake pipe pressure for alsoeffecting a supply of fluid under pressure to said relay .i

valve device, a selective valve device controlling supply to said relayvalve device and operable'to select the supply of greater pressure, anda brake valve device operable to control the degree of energization ofsaid self-lapping valve device and operable to effect reductions inbrake pipe pres- CLYDE C. FARMER. ELLIS E. HEWITT

